Railway traffic controlling apparatus



Nov. 22, 1932. R. A. M cANN RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 2, 1929 3 Sheets-Sheet l INVENTOR R.H./"/a Can 7,

mag/M M W Nov. 22, 1932.

R. A MCCANN 1,888,863

RAILWAY TRAFFIC CONTROLLING APPARATUS Filed Oct. 2, 1929 3 Sheets-Sheet 2 INVENTORI R- Pr-Ma Cann 65% M mar/ Nov. 22, 1932. R. A M CANN RAILWAY TRAFFIC CONTROLLING APPARATUS 3 SneetsSheet 5 lNVENTORi /.F?.P7c hanrp Filed Oct. 2, 1929 Patented Nov. 22, 1932 rAENT OFFICE RONALD A. IVICOANN, OF SW ISSV ALE, PENNSYLVANIA, ASSIGNOR TO THE UNION SWITCH & SIGNAL COMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY TRAFFIC CONTROLLING APPARATUS- Application filed October 2, 1929.

tion, and will then point out the novel features thereof in claims.

In the accompanying drawings, Fig. 1 is a diagrammatic view showing one form of apparatus embodying my invention. Figs. 2, 3, 4 and 5 are views showing modifications of the apparatus shown in Fig. 1, and also embodying my invention.

Similar reference characters refer to similar parts in each of the several views.

Referring first to Fig. 1, reference characters 1 and 1" designate the track rails of a stretch of railway track over which traffic moves in the direction indicated by the arrow. These rails are divided by insulated joints 2 to form a plurality of successive sections de, ef, etc. Each track section is provided with a track circuit including a track battery 3 connected in series with secondary winding 1 of a transformer 6 across the rails adjacent one end of the section, and a track relay designated by the reference character R with a distinguishing exponent and connected across the rails adjacent the opposite end of the section.

Current supplied by winding of 4 each transformer 25 is controlled by an alternator designated, in general, by the reference character A; and by coders each of which is designated, in general, by the reference character D with a distinguishing exponent. As here shown, alternator A is of the vibrating reed type, comprising an elastic member 15 which is caused to vibrate between terminals 17 and 18 by a control winding 19. In the de-energized condition of alternator A, as shown in the drawings,member 15 does notconnectwith either terminal 17 or 18 but does connect with a, terminal 16. When energy is supplied to alternator A, winding 19 will attract member 15 causing it to connect with terminal 18 and Serial No. 396,818.

to move away from terminal 16, causing winding 19 to be ole-energized. Upon the deenergization of winding 19, the resilience of member 15 will cause it to move away from terminal 18 and to connect with terminal 17 as well as with terminal 16. The circuit for winding 19 being then again completed through terminal 16, winding 19 will again attract member 15 causing the cycle of operation just described to be repeated. Winding 19 will thus be repeatedly energized and ole-energized as long as energy is supplied to its control circuit. The frequency of such energization of winding 19 may be of any suitable value, as for example, 100 times per second.

Each coder 1), as here shown, is of the pendulum type, comprising a contact 20, a contact 23, a control winding 24, and a pendulum 25 which biases contact members 20 and 23 to the position shown in the drawings when winding 24 is ole-energized.

Relay K is a type which is so designed as to have a slow pick-up, and the purpose of this relay is to conserve the energy of battery Q by opening the circuits for alternator A and coders D and D if a train occupies section d@ for an abnormally long period of time such, for example, as when an engine is taking water or when a train is standing at a station.

An approach relay P is controlled by a back contact of track relay R When relay P is energized, a battery Q, supplies current to the control circuit for alternator A. When member 15 connects with terminal 18, battery Q, also supplies current to the right hand portion of the primary winding 13 of a transformer T, and when member 15 connects with terminal 17, battery Q supplies current in the opposite direction to the left hand portion of the primary winding 13 of transformer T. Alternating current is therefore generated in the secondary winding 12 of transformer T. When contact 20 of coder D or D is closed while relay R is de-energized or is energized, respectively, a circuit is completed for secondary 12 of transformer T including the primary winding 9 of transformer t. a

lLl

When relay P is energized, the operating circuit for coder D or D is also supplied with current by battery Q, causing winding 24 of coder D or D respectively, to attract its contact members 2.3 and 20. Contact 23 then opens the circuit for winding 24:, and pendulum 25 then restores contacts 20 and 23 to the position shown in the drawings.

Coder D or D is controlled by relay P according as section ef is occupied or is unoccupied, respectively. Coder D is designed to operate at a given frequency, as for example, 80 times per minute, whereas coder D is designed to operate at a different frequency, as for example, 180 times per minute, and hence the current generated in secondary Winding 12 of transformer T is interrupted at one or the other frequency according as coder D or D is being operated.

Since the circuit for secondary Winding 12 includes primary winding 9 of transformer 25, the secondary winding 4 of which is connected in series with track battery 3 across the rails of section cZe, periodically interrupted alternating current generated in secondary winding 4 of transformer 25 is therefore supplied to the rails of section de, and may be used in any suitable manner for the control of train carried governing means or other railway trafiic controlling apparatus.

As shown in the drawings, all parts are in their normal condition, that is, track sections cle, and ef are unoccupied; relays R and R are therefore energized; relay P is deenergized because relay R is energized; and alternator A, relay K, and coders D and D are de-energized.

I will now assume that a train enters section cZe, de-energizing relay R and thereby causing relay P to be energized by its circuit passing from battery Q, through the winding of relay P, and contact 29 of relay R back to battery Q. Relay P, upon becoming energized, completes, at its contact 27, the operating circuit for alternator A passing from battery Q, through contact 27, contact 1516 of alternator A, winding 19 of alternator A, and

contact 37 of relay K back to battery Q. Winding 19 therefore attracts member 15, causing current to be supplied to the right hand portion of primary winding 13 of transformer T by its circuit passing from battery Q, through contact 27 of relay P, contact 1518 of alternator A, primary l3, terminal 14 of primary 13, and contact 37 of relay K back to battery Q. Winding 19 of alternator A, being now de-energized by its contact 1516, releases member 15 which then springs back, connecting with terminal 17 and thereby closing a circuit for the left hand portion of primary 13 of transformer T, passing from battery Q, through contact 27 of relay P, contact 1517 of alternator A, primary 13, terminal 142 of primary 13, and contact 37 of relay K back to battery Q.

Relay P, upon closing its contact 26, completes the operating circuit for coder D passing from battery Q, through contact 26, contact 36 of relay R contact 23 of coder D winding 24 of coder D and contact 37 of relay K back to battery Q. Coder D is therefore caused to alternately close and open its contact 20, causing the circuit for primary winding 9 of transformer tto be periodically closed and interrupted. The circuit for primary winding 9 of transformer 25 passes from secondary winding 12 of transformer T, through contact 20 of coder D contact 38 of relay R and Winding 9 of transformer t back to winding 12 of transformer T. A1- ternatin current, interrupted with a frequency corresponding with that ofthe opening of contact 20 of coder D is therefore generated in secondary l of transformer 25.

If the train continues only a normal period of time within section cZc, relay K does not open its contact 37. If, however, the train remains for an excessive period of time within section cZ'e, relay K opens its contact 37 thereby breaking the operating circuits for alternator A, transformer T and coder D and hence interrupting the supply of alternating current to section cZ-e. The control circuit for relay K passes from battery Q, through contact 28 of relay P, and the wind ing of relay K back to battery Q. WVhen the train leaves section (Ze, relay K at once closes its contact 37.

As soon as a second train enters section 0Ze, causing relay P to again become energized, the operation of alternator A is again resumed. Relay R being tie-energized due to the presence of the first train in .section e-;, causes coder D to now be energized by its circuit passing from battery Q, through contact 26 of relay P, contact 36? of relay R contact 23 of coder D winding 24 of coder D and contact 37 of relay K back to battery Q. A second circuit for primary winding 9 of transformer t is now periodically completed passing from secondary 12 of transformer T, through contact 20 of coder D contact 38 of relay R and winding 9 of transformer t back to winding 12 of trans former T. Section (Z@ is therefore now supplied with alternating current which is periodically interrupted with a frequency corresponding to tiat of coder D One feature of my invention is that it provides apparatus which requires only a small number of control contacts in the operating circuit for an alternator A and in the circuit which supplies current to primary 13 of a transformer T of apparatus of the type shown. This is accomplished by effecting most of the control in an auxiliary circuit which includes the primary winding of a transformer t and the secondary winding 12 of transformer T. Because of this feature,

, would otherwise be .necessary,

to battery Q.

which results in low total resistance of leads and control contacts, the voltage generated by battery Q can be of a lower Value than and hence a 10 volt battery, such as is commonly used for other purposes in railway signaling apparatus, can be employed here also. Another feature of my invention is that it provides means for conserving the energy of battery Q.

Fig. 2 differs from Fig. 1 only in the control circuits for alternator A and transformer T, and in the omission of slow pick-up relay K. In Fig. 1, the current for operating alternator A as well as the current supplied to primary 13 of transformer T is carried through contact 27 of relay P, whereas in Fig. 2, the current for operating alternator A only is carried through contact 27, and the current supplied to transformer T is carried over the contacts of alternator A only. As here shown, the circuit for operating alternator A passes from battery Q, through contact 15-16 of alternator A, winding 19 of alternator A, and contact 2'? of relay P back The circuits for primary winding 18 of transformer T, asalso here shown, pass from battery Q, through contact 15-17 or 1518 respectively of alternator A, and primary winding 18 back to battery Q.

A feature of the apparatus shown in Fig. 2 is, that, in addition to the means employed in Fig. 1 for reducing the number of control contacts in the operating circuits for alternator A and primary 13 of transformer T,

the circuits for primary 13 of transformer T are here taken through contacts of alternator A only instead of through contact 27 of relay P as well as through contacts of alternator A.

The apparatus shown in each of the Figs. 1 and 2 is particularly applicable for railway traflic controlling systems comprising cab signals controlled by two proceed codes, but is not limited to such systems.

Referring now to Fig. 3, relay P and alternator A as well as the primary winding 13 of transformer T are controlled'as in Fig. 1, except that relay K is here omitted, but the circuit for secondary winding 12 of trans former T is controlled by one of three coders D D and D according to trafiic conditions. Relay M is controlled by relays R and B through its circuit passing from battery Q through contact 10 of relay R5, contact 41 of relay B and the winding of relay M back to battery Q}. Coder D is operated when section e; is occupied, coder D is operated when section ef is unoccupied while section fg isoccupied, and coder 1) is operated when both sections ef and f-g are unoccupied. Coders D D and D may be designed to operate at frequencies of 80, 120, and 180 times per minute, respectively.

When a train enters section 03-6, alternator A is operated and supplies current to transformer T as described in connection with Fig. 1 except without the control by relay K. Relay P, upon becoming energized, also completes at its contact 26 the operating circuit for coder D passing from battery Q, through contact 26 of relay P, contact 39 of relay M, contact 23 of coder D and winding 2a of coder 1) back to battery Q. Coder D then periodically closes and opens a circuit for winding 9 of transformer 25 passing from secondary 12 of transformer T, through contact 20 of coder D contact 42 of relay M, and winding 9 of transformer '15 back to secondary 12 of tran former T.

When the train enters section 6- deenergizing relay It, coder D is operated by its circuit'passing from battery (02,, through contact 26 of relay P, contact 39 of relay M, contact 36 of relay R contact 23 of coder D and winding 24 of coder D back to battery Q. Coder D then continues to operate as long as the train occupies both sections (Ze and ef, or while one train occupies section c-f while a second train occupies section (Z@. While the circuit for coder D is connected with battery Q, a second circuit for primary winding 9 of transformer t. is periodically closed and opened, passing from secondary 12 of transformer T, through contact 20 of coder D contact 38* of relay R contact a2 of relay M, and winding 9 of transformer 2? back to secondary 12 of transformer T.

When the first train moves out of section e-f and occupies section fg, the circuit for relay M is opened at contact 40 of relay R and hence relay M continues de-energized although relay It is now energized. 1f the second train still occupies section cZ-e and if section 6- is now unoccupied, coder D will he 0 erated by its circuit passing from battery 1, through contact 26 of relay P, contact 39 of relay M, contact 86 of relay R contact 23 of coder D and winding 24 of coder D back to battery Q. Vfith coder D operating, a third circuit for primary winding 9 of transformer 16 is periodically closed and opened, passing from secondary 12 of transformer T, through contact 20 of coder 1)", contact 38* of relay R contact 42" of relay M, and primary 9 of transformer 6 back to secondary 12 of transformer l/Vhen relay P is energized, it follows, therefore, that while section ef is occupied, coder D periodically closes and interrupts the circuit for primary 9 of transformer t with a frequency which is that of coder D when section e-; is unoccupied while section fg is occupied, coder 1) periodically closes and opens the circuit for primary 9 of transformer 25 with a frequency which is that of the operation of coder D and that while both sections 6- and fg are unoccupied,

-. exce at that rela' TI is here omitted.

The apparatus shown in Fig. 3 is particularly applicable for railway traffic controlling systems comprising cab signals controlled by three proceed codes and without wayside signals, but is not limited to such systems.

I will next refer to Fig. 4. Here, a block between signals S and S is divided at point 71 into two sections ]2/e' and z'j, and ap proach relay P adjacent signal S is controlled by contact 29 of relay R and approach relay P adjacent point z' is controlled by a back contact 29 of relay It. Alternators A are controlled and transformers T are energized as in Fig. 3. Coders D and D adjacent signal 8* are controlled as in Fig. 2 and may operate the same frequencies respectively, as in Fig. 2. The circuit for primary 9 of transformer 16 when relay R is deenergized is the same as shown in Fig. 2 when relay R is de-energized. The circuit for primary 9 of transformer 25 when relay R is energized, however, includes, in addition to the corresponding circuit shown in Fig. 2, a contact 4? which is operated by sig nal S and which is closed when the arm of signal S occupies its caution or proceed or any intermediate position. The relay TV adjacent point 2' is controlled by a polechanger 7 operated by signal 55*, and by contact 41 of relay R When the arm of signal S occupies the caution or proceed or any intermediate position, pole-changer 7 continues in the position shown in the drawings, but when the arm of signal S goes lower than the caution position, pole-changer 7 is reversed and hence current of reverse polarity is supplied to relay W. The circuit as shown for relay W passes from battery Q through pole-changer 7, contact 41 of relay R winding of relay V], and pole-changer 7 back to battery Q Coders D and D are controlled by relay Va as well as by relay P and may be designed to operate at frequencies of 80 and 180 times per minute, respectively.

If a train enters section h relay P be comes energized by its circuit passing from ba tery Q through contact 29 of relay R, and the winding of relay P back to battery Q Alternator A adjacent point i is then operated, and transformer T adjacent point z' is then energized, as in Fig. 3. Coder D is then operated by its circuit passing from battery Q through contact 26 of relay P contacts 45 and 46 of relay W, contact 23 of coder D and the winding 24 of coder D back to battery Q The circuit for primary of a transformer t is therefore periodically closed and opened passing from secondary 12 of transformer T, through contact of coder D contacts 43 and 44 of relay l/V, and winding 10 of transformert back to secondary 12 of transformer T. Transformer t therefore supplies section 70-5 with alternating current which is periodically interrupted at a frequency which corresponds with that of coder D When the train enters section z'j, ole-energizing relay R and in turn relay W, the circuit for pri-. mary 10 of transformer t is opened at contact 44 of relay W, and hence transformer t is de-energized and supplies no current to section h-z'.

i l/hen the train has moved out of section and occupies section jk, and when a second train occupies section h2', relay l/V is energized in the reverse direction since pole-changer 7 of signal S is in the reverse position because the arm of signal S is in the stop position. Coder D is therefore energized by its circuit passing from battery Q, through contact 26 of relay P contacts 45 and 46 of relay WV, contact 23 of coder D and winding 24 of coder D back to battery Q Contact 20 of coder D now periodically closes and opens a second circuit for primary winding 10 of transformer t passing from secondary winding 12 of transformer T, through contact 20 of coder D contacts 43 and 44 of relay W, and winding 10 of transformer 6 back to secondary 12. Transform-er t therefore supplies section 7zi with alternating current which is periodically interrupted at a frequency corresponding with that of coder D Fig. 4 also embodies the feature of my invention which, as I have described in connection with Fig. 1, requires only a small number of control contacts in the operating circuits for alternators A and primary 13 of each of the transformers T.

Referring to Fig. 5, the apparatus here shown is similar to that of Fig. 4 except that instead of providing a polarized line relay W, a polarized track relay R is substituted for neutral track relay E he polarized control of relay R is effected by pole-changer 7 of signal S which is here inserted between track battery 3 and the rails of section Although I have herein shown and described only a few forms of railway traflic controlling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. In combination, a conductor, a source of direct current, a winding in which current is induced by current generated by said source, a transformer the secondary winding of which is connected with said conductor, a circuit including said first winding and the primary winding of said transformer, and means for periodically interrupting said circuit.

2. In combination, a conductor, a source of direct current, a winding in which current is induced by current controlled by said source, a transformer the secondary Winding of which is associated with said conductor, a circuit including said first winding and the primary winding of said transformer, and means for periodically interrupting said circuit.

3. In combination, a conductor, a source of direct current, a winding in which current is induced by current controlled by said source, a transformer the secondary winding which is associated with said conductor, a circuit including said first winding and the primary winding of said transformer, and means for at times opening said circuit.

4. In combination, a conductor, a source of direct current, a winding in which current is induced by current controlled by said source, a transformer the secondary winding of which is associated with said conductor, a circuit including said first winding and the primary winding of said transformer, and means for controlling said circuit.

5. In combination, a conductor, a source of direct current, a winding in which current is induced by current controlled by said source, a circuit including said winding, a plurality of periodically operating contacts, means for selectively including one or another of said contacts in said circuit, and means controlled by said circuit for supplying current to said conductor.

6. In combination, a conductor, a stretch of railway track, a source of direct current, a winding in which current is induced by current controlled by said source, a circuit including said winding, means for periodically interrupting said circuit, means for controlling said circuit by traffic conditions within said stretch, and means controlled by said circuit for supplying current to said conductor.

7. In combination, a stretch of railway track over which traffic moves in a given direction, a source of direct current, a winding in which current is induced by current controlled by said source, a circuit including said winding, means for periodically interrupting said circuit, means for controlling said circuit by trafiic conditions within a forward section of said stretch, and means controlled by said circuit for supplying current to a rear section of said stretch.

8. In combination, a first and a second section of railway track, a source of direct current, a winding in which current is induced by current controlled by said source, a circuit including said winding, means for periodically interrupting said circuit, means for controlling said circuit by traiiic conditions in said first section, and means controlled by said circuit for supplying current to said second section.

9. In combination, a stretch of railway track, a trackway circuit, a source of direct current, a conductor in which current is induced by current controlled by said source, a control circuit including said conductor, means for periodically interrupting said control circuit, means for controlling said control circuit by traffic conditions in said stretch, and means controlled by said control circuit for supplying current to said trackway circuit.

10. In combination, a stretch of railway track. a source of direct current, a winding in which current is induced by current generated by said source, a traclr transformer the secondary winding of which is connected across the rails of said stretch, a circuit including said first winding and the primary winding of said track transformer, and means for periodically interrupting said circuit.

11. In a railway traffic controlling system, a trackway circuit, a source of direct current, a winding, means for supplying said winding with alternating current derived from said source, a transformer the second ary winding of which is connected in said trackway circuit, a. control circuit including said first winding and the primary winding of said transformer, and means for periodically interrupting said control circuit.

12. In a railway traffic controlling system, a trackway circuit, a source of direct current, a transformer the primary winding of which is energized by said source, a second transformer the secondary winding of which is included in said trackway circuit, a control circuit including the secondary winding of said first transformer and the pri mary winding of said second transformer, and means for periodically interrupting said control circuit.

13. In a. railway trafiic controlling system, a traclrway circuit, a source of direct current, a transformer, means controlled by said source for alternately energizing the primary of said transformer in opposite directions, a control circuit controlled by said transformer, means for periodically interrupting said control circuit, and means controlled by said control circuit for supplying energyto said traclrway circuit.

i l. In combination, a trackway circuit, a transformer having its secondary connected with said circuit, a source of direct current, a second transformer, means receiving energy from said source for periodically energizing the primary of said second transformer, a control circuit including the primary of said first transformer and the secondary of said second transformer, and means for periodically interrupting said control circuit.

15. In combination, a trackway conductor, a. source of direct current, a device operated by current from said source, a transformer, a

: circuit including the secondary of said transformer, means controlled by said device for so transmitting energy from said source to the primary winding of said transformer that alternating current is generated in the secondary of said transformer, means for periodically interrupting said circuit, and means including said circuit for supplying energy to said conductor.

16. In combination, a trackway conductor, a source of direct current, a contact which is caused to vibrate by energy from said source, a second conductor, a circuit including said second conductor, means controlled by said contact for causing energy from said source to generate alternating current in said second conductor, means for periodically interrupti'ng said circuit, and means including said circult for energizing said trackway conductor.

17. In combination, a stretch of railway track, a trackway conductor, a source of direct current, a second conductor, means controlled by energy periodically supplied by said source for generating alternating current in said second conductor according to traffic conditions in said stretch, a circuit including said second conductor, means for periodically interrupting said circuit, and means including said circuit for energizing said trackway conductor.

18. In combination, a trackway conductor, a direct current source for supplying energy to said conductor when said stretch is occupied, and means for interrupting such supply of energy when said conductor has been energized a measured period of time.

19. In combination, a trackway conductor, a direct current source, means receiving energy from said source for at times supplying alternating current to said conductor, and means for interrupting such supply of alternating current after the lapse of a measured interval of time.

20. In combination, a section of railway track, means for supplying train controlling current to said section when a train enters the section, and means for discontinuing the supply of said current to said section after the section has been occupied for a given interval of time.

In testimony whereof I afiix my signature.

RONALD A. MOCANN. 

